Track trencher propulsion system with component feedback

ABSTRACT

A system and process for controlling propulsion and steering of a track trencher excavation machine powered by an engine includes a multiple mode propulsion and steering control system that performs a plurality of functions depending on a selection of one of a plurality of operational modes. A controller generates a vehicle propulsion hydrostatic drive signal optionally using a track drive hydraulic pressure or a track drive speed as a variable for modifying the propulsion drive signal. The controller optionally uses a hydraulic attachment drive pressure as a variable for further modifying the propulsion drive signal.

TECHNICAL FIELD

The present invention relates generally to the field of excavation and,more particularly, to a multiple operational mode propulsion control,and a system and process for controlling propulsion of a track trencher.

BACKGROUND

A track trencher 30 excavation machine, shown in FIGS. 1 and 2,typically includes an engine 36 coupled to a left track drive 32 and aright track drive 34 which together comprise a tractor portion 45 of thetrack trencher 30. An attachment 46, usually coupled to the rear of thetractor portion 45, typically performs a specific type of excavatingoperation.

A ditcher chain 50 is often employed to dig relatively large trenches atan appreciable rate. The ditcher chain 50 generally remains above theground in a transport configuration 56 when maneuvering the trencher 30around a work site. During excavation, the ditcher chain 50 is lowered,penetrates the ground, and excavates a trench at the desired depth andspeed while in a trenching configuration 58.

Another popular trenching attachment is termed a rock wheel 60 in theart, shown in FIG. 3, and may be operated in a manner similar to that ofthe ditcher chain 50. Additional attachments, such as a TERRAINLEVELER™, manufactured by Vermeer Manufacturing Company of Pella, Iowa,are also known in the art and are also operated in a similar manner.

As shown in FIG. 4, a steering control 592 is typically provided fordirectional control, and a propel control 590 is typically provided tolimit the speed of the track trencher 30. An engine throttle 506 istypically provided to limit the engine 36 speed. These controls allow anoperator to maneuver the track trencher 30 in both transport andtrenching configurations 56 and 58.

Certain existing track trenchers 30 are designed with a multi-mode tracksteering and propulsion system. The trencher operator selects the modebest suited for the type of maneuver required and operating environmentpresent at any given moment. In certain existing track trenchers 30,this selection is made by setting an operating mode selector switch 594and a track motor range selector switch 596 on an operator's controlconsole. A transport setting of the operating mode selector switch 594is typically suited for the transport configuration 56 of the trencherwhile a trench setting is typically suited for the trenchingconfiguration 58. The high/low motor range selector switch 596 istypically used to select the relative trencher 30 ground speed that isdesired.

Particular range and/or mode settings are generally determined by anumber of factors during excavation, including the desired trenchingspeed and the type of soil being subject to excavation. For example, ahigh range setting of the switch 596 is generally appropriate fortrenching through softer soil, whereby the track trencher 30 willtypically operate at a relatively higher speed with a lower tractiveeffort. The lower tractive effort exerted at a higher speed allows ahigh percentage of available power to be utilized. Upon encounteringmore compacted soil, such as concrete, the tractive effort applied tothe trenching attachment 46, typically powered by the engine 36, willincrease, resulting in a corresponding reduction in the speed of thetrack trencher 30. The higher tractive effort exerted at a lower speedalso allows a high percentage of available power to be utilized. In thelatter case, a low range setting of the switch 596 is generallyappropriate.

The control systems of certain existing track trenchers 30 arereconfigured by selecting between the various operating modes and rangesaltering the relationships between the inputs and outputs.

A track trencher excavation machine typically employs one or moresensors that monitor various physical parameters of the machine. Theinformation gathered from the sensors is generally used as an input tomoderate a particular machine function, and/or to provide the operatorwith information, typically by transducing a sensor signal forcommunication to one or more screens 500 or display instruments, such asa tachometer, for example.

It is generally desirable to maintain the engine 36 at a constant outputlevel during excavation in a trench mode which, in turn, allows thetrenching attachment 46 to operate at an optimum trenching output level.In certain applications, it is desired to maintain the engine 36 at itsmaximum power output level. Controlling the track trencher 30 duringexcavation by employing a feedback control system as disclosed in U.S.Pat. No. 5,509,220 issued Apr. 23, 1996 eliminates the need for theoperator to make frequent adjustments to the propel control 590 in orderto maintain the engine 36 at a target engine output level.

There is a desire among the manufacturers of track trenchers to minimizethe difficulty of operating a track trencher both in a transport modeand in a trench mode and to increase the productivity of the tracktrencher in a variety of operating conditions. The present inventionfulfills these needs.

SUMMARY

The present disclosure relates to a propulsion control system andprocess for operating a track trencher comprising a multiple mode propeland steering control that functions in a plurality of operational modesin response to a selection of one of the track trencher operationalmodes. In particular, the present disclosure concerns a control systemwith a high trench mode, a low trench mode, and a transport mode thatreceives feedback from track drive speeds, an engine speed, track drivehydraulic pressures, and an attachment drive hydraulic pressure. A trackdrive signal is optionally modified by feedback from the track drivehydraulic pressure or the track drive speed. Furthermore, the trackdrive signal is optionally modified by feedback from the attachmentdrive hydraulic pressure. An operator adjustable setting optionallymodifies the control system response by changing a relationship betweenthe track drive signal and the attachment drive hydraulic pressure. Thecharacteristics of the various modes can be further modified byselecting various propel motor speed ranges.

BRIEF DESCRIPTION OF THE DRAWINGS

FIG. 1 is a side view of a track trencher, including a ditcher chaintrenching attachment;

FIG. 2 is a generalized top view of the track trencher, including aright track drive, a left track drive, and an attachment drive;

FIG. 3 is a side view of the track trencher with a rock wheel trenchingattachment coupled thereto;

FIG. 4 is a full elevation view of a prior art track trencher controlpanel incorporating propel, engine throttle, and steering controls and adisplay;

FIG. 5 is a full perspective view of a track trencher control panelincorporating a multi-mode propel control, a multi-mode steeringcontrol, a load control knob, an operating mode selector switch, a trackmotor range selection switch, and a display with a plurality of menunavigation and selection buttons;

FIG. 6 is a full elevation view of the control panel of FIG. 5;

FIG. 7 is a fragmentary view of the control panel of FIGS. 5 and 6;

FIG. 8 is an illustration of the multi-mode propel control of FIGS. 5through 7 and associated functions when operating the track trencher;

FIG. 9 is a graphical illustration of the multi-mode steering control ofFIGS. 5 through 7 and its operation in both a transport mode and atrench mode;

FIG. 10 is a graph illustrating left and right track drive steeringcharacteristics of the track trencher operating in one of the trenchmodes when the multi-mode steering control of FIGS. 5, 6, 7, and 9 isemployed;

FIG. 11 is a graph illustrating left and right track drive steeringcharacteristics of the track trencher operating in the transport modewhen the multi-mode steering control of FIGS. 5, 6, 7, and 9 isemployed;

FIG. 12 is a block diagram illustrating a computer network forcontrolling propulsion and steering of the track trencher employing themulti-mode propel and steering controls, the load control knob, theoperating mode selector switch, the track motor range selection switch,and the display with menu navigation and selection buttons;

FIG. 12A is a block diagram illustrating an example list of variablesrelating to a plurality of operator settings used within the computernetwork of FIG. 12;

FIG. 12B is a block diagram illustrating an example list of variablesrelating to a plurality of calculated values calculated by and usedwithin the computer network of FIG. 12;

FIG. 12C is a block diagram illustrating an example list of variablesrelating to a plurality of preset settings used within the computernetwork of FIG. 12;

FIG. 12D is a block diagram illustrating an example list of variablesrelating to a plurality of calibrated values used within the computernetwork of FIG. 12;

FIG. 13 graphs a load multiplier vs. an engine speed at a particularsetting and illustrates a modifiable load multiplier/engine speedproportional band with an upper boundary and a lower boundary;

FIG. 14 illustrates the modifiable proportional band and graph of FIG.13 where the location of the band has been increased by turning the loadcontrol knob clockwise;

FIG. 15 illustrates the modifiable proportional band and graph of FIG.13 where the location of the band has been decreased by turning the loadcontrol knob counter-clockwise;

FIG. 16 is a generalized view of the right track drive employing apressure feedback control;

FIG. 17 is a generalized view of the attachment drive with a pressuresignal communicated to the computer network thereby employing anattachment pressure feedback control to the track drives;

FIG. 18 illustrates a control process for calculating the boundaries ofthe load multiplier/engine speed proportional band of FIGS. 13 through15 given current input parameters;

FIG. 19 illustrates a control process for calculating the loadmultiplier of FIGS. 13 through 15 given current input parameters;

FIG. 20 illustrates a control process for calculating an attachmentpressure feedback correction given current input parameters including anattachment pressure feedback control enable setting;

FIG. 21 illustrates a control process for calculating a left track drivesignal and a right track drive signal given current input parameters ina low trench mode;

FIG. 22 illustrates a control process for determining and selecting anappropriate track motor control parameter given the current track motorrange selection switch setting;

FIG. 23 illustrates a control process for computing a right track drivespeed following error and a left track drive speed following error givencurrent input parameters;

FIG. 24 illustrates a control process for computing a right track drivepressure following error and a left track drive pressure following errorgiven current input parameters;

FIG. 25 illustrates a control process for determining and selecting anappropriate right track drive following error and an appropriate lefttrack drive following error given the current setting of a track drivefeedback selector;

FIG. 26 illustrates a control process for computing a right track drivecorrection factor and a left track drive correction factor given currentinput parameters;

FIG. 27 illustrates a control process for calculating the left and righttrack drive signals given current input parameters in a high trenchmode;

FIG. 28 illustrates a control process for calculating the left and righttrack drive signals given current input parameters in the transportmode; and

FIG. 29 graphs an attachment correction factor vs. an attachment drivepressure at a particular setting and illustrates a modifiable attachmentcorrection factor/attachment drive pressure proportional band with anupper boundary and a lower boundary.

DETAILED DESCRIPTION

The present disclosure, as previously indicated, relates to a propulsionand steering control system and process for controlling propulsion andsteering of a track trencher 30. The present disclosure describes aplurality of features and modes of a system and process for controllingpropulsion and steering to permit an appreciation of the variousfunctions and activities within the system. In a preferredconfiguration, the control system includes a computer network 182 whichcalculates various parameters, coordinates various functions, andcommunicates with the operator. In an example configuration, thecomputer network 182 includes a plurality of controllers and othercomponents compliant with a PLUS+1™ standard defined by Sauer-Danfoss,Inc. of Ames, Iowa. Example controller modules include an MC050-010controller module, an MC050-020 controller module, an IX024-010 inputmodule, and an OX024-010 output module all of which are sold bySauer-Danfoss, Inc. of Ames, Iowa. In an example configuration, variousparameters are stored in a non-volatile memory and a software code isheld in an EPROM.

Referring now to the figures, and more particularly to FIGS. 5 and 6,there is shown an operator control panel 52 including a multi-modepropel control 90, a multi-mode steering control 92, an operating modeselector switch 94, a load control knob 380, an engine throttle 206, atrack motor range selector switch 96, and an operator display 100 with aplurality of software menu navigation and selection buttons 102. Theoperator panel 52 controls and functions are provided for operating andconfiguring a track trencher such as the track trencher 30. Moreparticularly, these controls operate the track trencher 30 by regulatinga left track drive 32 and a right track drive 34. In one embodiment, thepropel control 90, the steering control 92, the operating mode selectorswitch 94, the track motor range selector switch 96, and software menusettings operate in combination to effectively propel and steer thetrack trencher 30 in one of a plurality of operating modes. The propelcontrol 90 and steering control 92 are preferably multi-mode controls,with each control 90 and 92 performing a plurality of functionsdepending on the selected operating mode, propel motor range, andcontrol system software menu settings.

One important advantage of the control scheme illustrated in FIGS. 5through 7 concerns the effective uncoupling, or separating, of thesteering control functions from the propulsion control functions forcontrolling the track trencher 30. Propulsion of the left and righttrack drives 32 and 34 is controlled by the propel control 90, whilesteering of the track trencher 30 is independently controlled by thesteering control 92. Controlling the track trencher 30 while operatingin any one of a plurality of operating modes is substantially simplifiedby employing the multi-mode propel and steering controls 90 and 92.

Referring now to FIGS. 7 and 8, there is shown the multi-mode propelcontrol 90 for controlling propulsion of the track trencher 30 in one ofa plurality of operating modes. The propel control 90 has a neutralsetting 120, a maximum forward setting 122, a maximum reverse setting124, and a range of forward and reverse settings 126 and 128. By way ofillustration, and not of limitation, the multi-mode propel control 90 ispreferably operable in various transport modes and various trench modes.Selection of a particular transport or trench mode of operation ispreferably determined by the state of the operating mode selector switch94, which, together with the track motor range selector switch 96 andcontrol system software menu settings, modifies the functionality of thepropel control 90.

As an example of one embodiment, illustrated in FIG. 7, the tracktrencher 30 is operated in a transport mode that is preferablyaccomplished by setting the operating mode selector switch 94 to atransport setting. The propulsion, forward and reverse, of the tracktrencher 30 is preferably dependent on the positioning of the propelcontrol 90 between forward and reverse maximum settings 122 and 124. Thepropel control 90 produces a propel signal 309 (see FIG. 12) that ispreferably proportional to the displacement of the propel control 90 ineither the forward or reverse direction with respect to the neutralsetting 120. Furthermore, the propel signal is preferably representativeof a target track motor speed measured in revolutions-per-minute (RPM).Optionally, the propel control characteristics may be additionallymodified by the propel motor range selector switch 96 and control systemsoftware menu settings.

In other embodiments, the propel signal can be representative of atarget track pump pressure measured in pounds per square inch (PSI).

The multi-mode steering control 92, shown in FIGS. 7 and 9, is operablein a plurality of steering modes, with the characteristics of aparticular steering mode being preferably alterable by selection of oneof a plurality of operating modes as set by the operating mode selectorswitch 94. Optionally, the steering control characteristics may beadditionally modified by the propel motor range selector switch 96 andcontrol system software menu settings. In one embodiment, the steeringcontrol 92 is a rotary control comprising a potentiometer, and having aneutral or zero setting 140 (see FIG. 9) and a range of left and rightsteering settings including a maximum left setting 142 and a maximumright setting 144. In another embodiment, the steering control 92comprises a steering wheel having substantially the same settings. Thesteering control 92 can preferably be rotated through 150 degrees ofleft steering settings and 150 degrees of right steering settings withrespect to the zero setting 140. In yet another embodiment, the steeringcontrol 92 is a rotary position sensor. Alternatively, the steeringcontrol 92 can have other ranges of rotation. The magnitude of left andright turning is preferably proportional to the degree to which thesteering control 92 is rotated from the zero setting 140 in the left andright directions, respectively.

The steering control 92 controls the steering of the track trencher 30preferably by decreasing the velocity of only one track drive 34 or 32relative to the other track drive 32 or 34. In one embodiment of thepresent invention, this decreasing velocity reaches zero at a respectiveright or left steering position 149 or 147 while in one of the trenchmodes. Steering to the maximum right or left positions 144 or 142results in decreasing the velocity to slightly below zero (a negativevelocity) as illustrated in FIG. 10. This slight negative velocityallows the respective track drive 34 or 32 to resist being draggedforward by the opposite track drive 32 or 34. While steering in thetransport mode, the decreasing velocity reaches a zero point 148 and azero point 146 about midway through the respective right and leftsteering ranges. A steering setting beyond this midpoint 148 or 146reverses the direction of the respective right or left track drive 34 or32 and increases the velocity in the reverse direction. A maximumreverse velocity is reached at the respective right 144 or left 142steering extremes that is equal in magnitude to the velocity of theopposite track as illustrated in FIG. 11. A counter-rotate band 150 isformed on FIGS. 10 and 11 in the areas that the track drives 32 and 34are moving in the opposite direction.

In one embodiment of the present invention, the goal of decreasing thevelocity of only one track drive 32 or 34 relative to the other trackdrive 34 or 32 while steering is achieved by generating a left trackdrive steering scale signal 92L that is separate from a right trackdrive steering scale signal 92R. Furthermore, the characteristics of thesteering signals 92L and 92R are altered by the operating mode selectorswitch 94 as illustrated in FIGS. 10 and 11.

Regardless of the operating mode, steering the track trencher 30 in aright direction is accomplished by turning the steering control 92 fromthe zero setting 140 in a right direction toward the maximum rightsteering setting 144. As the steering control 92 is turned in the rightdirection, the left track drive 32 steering scale 92L is maintained at100%, as indicated by lines 156 in FIGS. 10 and 11, while the righttrack drive 34 steering scale 92R is reduced, as indicated by lines 160.Similarly, steering the track trencher 30 in a left direction isaccomplished by turning the steering control 92 in the left direction. Amaximum left turn, for example, is characterized by the right trackdrive 34 steering scale 92R being maintained at 100%, as indicated bylines 154, while the left track drive 32 steering scale 92L is reducedto slightly below 0% in the trench modes and to −100% in the transportmode, as indicated at points 142 on lines 158.

While the relationships between the steering control 92 position and thesteering scale signals 92R and 92L are shown piece-wise linear in FIGS.10 and 11, other embodiments of the present invention may employnon-linear relationships.

Referring to FIG. 12, the left track drive 32 typically comprises a lefttrack pump 40 coupled to a left track motor 44, and the right trackdrive 34 typically comprises a right track pump 38 coupled to a righttrack motor 42. A left and a right track motor speed sensor 198 and 192are preferably coupled to the left and right track drive motors 44 and42, respectively. The left and right track drive pumps 40 and 38,deriving power from an engine 36, preferably regulate hydraulic oil flowto the left and right track motors 44 and 42 in response to a left trackpump drive signal 318 and a right track pump drive signal 319respectively. This, in turn, provides propulsion for the left and righttrack drives 32 and 34.

In a preferred embodiment, an attachment 46 is typically coupled to therear of a tractor portion 45 of the track trencher 30. Variousattachments 46 are known in the art, each specialized to perform aspecific type of excavating operation. FIG. 1 illustrates a type ofattachment 46 employing a ditcher chain 50, and FIG. 3 illustrates arock wheel 60 attachment 46. Other attachments 46, such as a TERRAINLEVELER™, manufactured by Vermeer Manufacturing Company of Pella, Iowa,are also known in the art.

While maneuvering between job sites, the attachment 46 is raised aboveground level resulting in a transport configuration 56 of the tracktrencher 30. To perform excavation, the attachment 46 is lowered intothe ground resulting in a trenching configuration 58.

Excavation results when hydraulic power is applied to the attachment 46and track drives 32 and/or 34 while the track trencher 30 is in thetrenching configuration 58. The power induces movement on the activeportion of the attachment 46, i.e. the ditcher chain 50 or the rockwheel 60. Optionally mounted to the active portion of the attachment 46are excavation tools formed of a suitably hard material such as carbideteeth or other cutting implements 51 (see schematic depiction at FIG.17). The hydraulic power provided to the track drives 32 and/or 34 movesthe track trencher 30 therefore driving the subterranean portion of theattachment 46 into unexcavated soil. The active portion of theattachment 46 and tools mounted thereto engage and break up the soil andcarry it away from the excavated area.

As shown in FIG. 12, the attachment 46 further comprises an attachmentmotor 48 preferably deriving power from an attachment pump 49. A speedsensor 186 is preferably coupled to the attachment motor 48 andgenerates an attachment speed signal 324. The attachment pump 49,deriving power from the engine 36, preferably regulates hydraulic oilflow to the attachment motor 48 which, in turn, provides power for theattachment 46. The attachment pump 49 preferably responds toinstructions communicated by an attachment pump drive signal 322determined by the computer network 182 as illustrated in FIG. 12.Alternatively, the attachment control may operate on the attachmentmotor 48. One or more attachment motors 48 and one or more attachmentpumps 49 may be used together in a parallel hydrostatic circuit.

In certain embodiments of the present invention, actuation of the lefttrack motor 44, right track motor 42, and attachment motor 48 aremonitored by speed sensors 198, 192, and 186 respectively. The outputsignals produced by the sensors 198, 192, and 186 are communicated tothe computer network 182. In certain embodiments of the presentinvention, the operational hydraulic pressure created between the lefttrack motor 44, right track motor 42, and attachment motor 48 and theirrespective pumps 40, 38, and 49 are monitored by pressure sensors andcommunicated by a left track hydrostatic drive pressure signal 320, aright track hydrostatic drive pressure signal 321, and an attachmenthydrostatic drive pressure signal 323 to the computer network 182.

In a preferred embodiment of the present invention, various signals andsettings are used by the control system to accomplish its various goalsand functions. For the purposes of this disclosure, these control systemvariables can be generally classified into seven major categories. Thesecategories may overlap each other and are introduced to organize thisdisclosure. These and other elements of the present invention could alsobe classified by other methods and the following classification methodshould not be interpreted as placing any limitation on the presentinvention.

In particular, the various signals and settings described below may beused in one or more operational modes. The characteristics of certainsignals and settings may be altered depending on the selectedoperational mode, propel range setting, and other control systemsoftware menu settings. The interrelation between the various signalsand settings and the characteristics of these signals and settingsprovides flexibility to the control system and therefore adaptability ofthe track trencher 30 to various applications.

In certain embodiments, certain of the various signals and settings 391,392, 393, and 394 are stored in the non-volatile memory within thecomputer network 182 as illustrated in FIG. 12. Other signals andsettings may be represented by an output value from a control lever orknob or a digital signal transmitted by a component such as the engine36.

The first category of control system signals and settings includes agroup of preset settings 393 that are preset at the control system'smanufacture. Examples of these preset settings 393 are illustrated inFIG. 12C. These include a maximum engine operating speed 304 inrevolutions-per-minute (RPM), a width 305 of a proportional band 330 inRPM, a value(s) 316 of a saturated pump command signal(s) requestingmaximum pump displacement(s), a high range full scale drive motor speed351, a low range full scale drive motor speed 352, and a full scaletrack drive motor pressure 353. A proportional 340, an integral 341, anda derivative 342 control system error correction factors as well as atime variable 343 and an error limit 344 are also preset. Otherembodiments of the present invention may allow for some or all of thesevalues to be set and/or reset at other times.

The second category of signals and settings includes a group ofcalibrated values 394 derived during a calibration procedure. Examplesof these calibrated values 394 are illustrated in FIG. 12D. Theseinclude a threshold of movement signal value 302R for the right trackpump and a corresponding threshold value 302L for the left track pump.The calibration method to determine these values simply increases thetrack pump 38 and 40 drive control signals 319 and 318 to eachrespective pump 38 and 40 until the corresponding motor 42 and 44 moves.The control signal 319 and 318 values which initiate movement are thenrecorded as the respective threshold values 302R and 302L and stored inthe computer network 182.

The third category of signals and settings includes a group of operatorsettings 391 set by the operator on an occasional basis. Examples ofthese operator settings 391 are illustrated in FIG. 12A. Additionalexamples include the operational mode selector switch 94 setting, thetrack drive motor range selector switch 96 setting, the engine throttle206 setting, and a load control signal 308 in percent. The load controlsignal 308 is preferably generated by the load control knob 380 whichproduces a signal of 0% when rotated fully counter-clockwise, 100% whenrotated fully clockwise and proportional values when between theseextremes. The operator display 100 and software menu navigation andselection buttons 102 provide access to view and edit various controlsystem menu settings. Alternatively, the display 100 could betouch-screen and/or computer mouse navigated. In a preferred embodiment,the settings editable via the display 100 include a load limit controlsetting 303 in RPM, a high propel limit setting 306H in percent, a lowpropel limit setting 306L in percent, a feedback selector setting 325,an attachment pressure feedback control enable setting 326, anattachment pressure proportional band lower boundary 327, and anattachment pressure proportional band upper boundary 328. Various otheraccessory controls 99 are optionally located on the operator's controlconsole 52. Certain operators and certain trenching techniques may useone or more of these settings on a continuous basis. In certainembodiments, some of these settings may be preset at the controlsystem's manufacture and may not be modifiable by the operator.

The fourth category of signals and settings includes those settingsadjusted by the operator on a more frequent or continuous basis.Examples of these include the propel control lever 90 setting and thesteering control 92 setting. The propel lever 90 setting generates thepropel signal 309 that is 0% at the neutral position 120. Moving thepropel control lever 90 forward increases the propel signal 309 untilthe maximum forward position 122 is reached which results in a propelsignal 309 of 100%. Moving the propel control lever 90 in reverseresults in the propel signal 309 becoming negative and increasing inmagnitude until a maximum reverse position 124 is reached which resultsin a propel signal 309 of −100%. The steering control 92 settinggenerates two steering scale signals 92R and 92L in percent according tothe graphs in FIGS. 10 and 11 which illustrate the relationship betweenthe steering control 92 position (FIG. 9) and the two signals 92R and92L. Furthermore, the characteristics of these signals 92R and 92Ldepend on the operational mode selector switch 94 setting. At position140 both signals 92R and 92L are 100%. Movement of the steering control92 in a clockwise direction decreases the right steering scale signal92R as described above. Similarly, counterclockwise movement from thecenter position 140 decreases the left steering scale signal 92L asdescribed above. While one of the steering scale signals 92R or 92L isless than 100%, the other steering scale signal 92L or 92R is at 100% asindicated by lines 154 and 156 in FIGS. 10 and 11.

The fifth category of signals and settings includes those signals thatindicate a measured physical trencher 30 or environmental conditionand/or a trencher 30 response to the control system and environment.Examples of these include an engine speed signal 312 in RPM generated byan engine speed sensor 208. This category also includes a right trackdrive signal 314 in RPM generated by the right track motor speed sensor192 and a corresponding left track drive signal 315 in RPM generated bythe left track motor speed sensor 198. In addition, this categoryincludes a right track hydrostatic drive pressure 321, a left trackhydrostatic drive pressure 320, an attachment drive speed signal 324 inRPM generated by an attachment motor speed sensor 186, an attachmenthydrostatic drive pressure 323, and various system and environmentaltemperatures.

The sixth category of signals and settings includes a group ofcalculated values 392 calculated by the control system computer network182 for further use by the control system. Examples of these calculatedvalues 392 are illustrated in FIG. 12B. These include a load multiplier317, a lower boundary of the load multiplier/engine speed proportionalband 310, an upper boundary of the load multiplier/engine speedproportional band 311, an effective attachment drive pressure 346, anattachment correction factor 348, a maximum drive motor speed selection350, a left track drive motor following error 361, a left track drivemotor speed following error 361S, a left track drive motor pressurefollowing error 361P, a right track drive motor following error 362, aright track drive motor speed following error 362S, a right track drivemotor pressure following error 362P, an intermediate left PID trackdrive motor correction 365, an intermediate right PID track drive motorcorrection 366, an effective left track drive motor following error 363,an effective right track drive motor following error 364, a left trackdrive motor correction factor 371, a right track drive motor correctionfactor 372, and an effective attachment correction factor 373.

A seventh category of signals and settings include those signals derivedby the control system for control of a system parameter. Examples ofthese signals include the left track pump drive signal 318 and the righttrack pump drive signal 319. For certain optional control system modesand configurations, this category may include the attachment pump drivesignal 322. It is anticipated that an alternate trencher 30configuration may employ various motors which can be controlled with asignal. In this case, various drive signals in this category may bederived by the control system and communicated to the motors.

The control system input signals and settings described above may begenerated by an operator selection of a discrete physical switch setting(e.g., the mode selector switch 94), an operator selection of acontinuous physical control setting (e.g., the propel lever 90 setting),or an operator selection of a discrete or continuous setting via theoperator display 100 and menu buttons 102 (e.g. the load limit controlsetting 303). The method of accessing and changing these setting asdescribed above may be reconfigured between physical and virtual controlsystem access points without departing from the true spirit of thepresent invention.

The control system of the present invention includes provisions toenable the track trencher 30 operator to select the operational modedeemed most appropriate for the present conditions. In a currentlypreferred embodiment of the present invention, this selection isaccomplished by four inputs from the operator. The first is setting theoperating mode selector switch 94 to the “High Trench”, “Low Trench”, or“Transport” setting. The second input is setting the track motor rangeselector switch 96 to the “High Range” or “Low Range” setting. The thirdinput is setting the track drive feedback selector 325 to “Track Speed”or “Track Pressure”. The fourth input is setting the attachment pressurefeedback control enabled setting 326 to “On” or “Off”. The variousoperating modes are useful and appropriate under different conditions.Described below are general characteristics and guidelines for eachmode.

In regards to the track motor range switch 96 setting, the “High Range”selection allows the operator to select a higher potential track speedat the expense of significantly reduced tractive effort capability.Conversely, the “Low Range” selection provides higher tractive effortcapability but at a significantly lower potential speed. Eitherselection can be made independent of the mode switch 94, track feedback325, and attachment pressure feedback 326 selections. The selectionconfigures the track drive hydraulic motors 42 and 44 appropriately andsets the maximum drive motor speed setting 350 for further use by thecontrol system as shown in FIG. 22. Both transport and trenchingoperations may be accomplished in “High Range” and “Low Range”. However,most trenching conditions are suited for “Low Range”.

In regards to the feedback selector setting 325, the “Track Speed”setting configures the control system to form a first PID loop based onthe left track drive motor speed signal 315 and a second PID loop basedon the right track drive motor speed signal 314. Similarly, the “TrackPressure” setting configures the control system to form a first PID loopbased on the left track drive operational pressure signal 320 and asecond PID loop based on the right track drive operational pressuresignal 321. In a preferred embodiment, the feedback selector setting 325is effective when the operating mode selector switch 94 is set to the“High Trench” or “Transport” settings.

In regards to the attachment pressure feedback control enabled setting326, selecting “On” configures the control system to form a control loopbased on the attachment drive operational pressure signal 323. In apreferred embodiment, this setting 326 is effective when the operatingmode selector switch 94 is set to the “High Trench” or “Low Trench”settings. The attachment pressure feedback scale factor 373 iscalculated and the function is illustrated in FIG. 20.

In a preferred embodiment, the operating mode selector switch 94 setting“Low Trench” configures the control system to operate with engine speedfeedback as further illustrated in FIGS. 18 through 21. The “HighTrench” setting configures the control system to operate with bothengine speed feedback and PID loop feedback (as selected by the feedbackselector 325 setting) as further illustrated in FIGS. 18 through 20 and22 through 27. The “Transport” setting configures the control system tooperate with PID loop feedback (as selected by the feedback selector 325setting) as further illustrated in FIGS. 22 through 26 and 28.

The various combinations of settings for the operating mode selectorswitch 94, the track motor range selector switch 96, the feedbackselector setting 325, and the attachment pressure feedback controlenabled setting 326 could be combined into a single operating modeselector having a plurality of relevant settings. Furthermore, thefunctional characteristics of each combination of settings could beremapped to other switches and settings that the typical operator findsintuitive.

The appropriate operating mode selector switch 94 setting, feedbackselector 325 setting, and attachment pressure feedback control enablesetting 326 depends on the operating environment and the material beingexcavated. For example, in certain conditions, where the material beingexcavated is hard, selecting “High Trench”/“Track Pressure”/“AttachmentPressure Feedback—Off” will have advantages over “High Trench”/“TrackSpeed”/“Attachment Pressure Feedback—Off”. This advantage is derivedfrom a targeted pressure being applied and consistently regulating theforce against the material being excavated. In another example, wheretrack footing is firm and the excavated material is soft, “HighTrench”/“Track Speed”/“Attachment Pressure Feedback—Off” will haveadvantages derived from a regulated track trencher 30 speed. In yetanother example, where the excavated material is non-uniform, “HighTrench”/“Track Pressure”/“Attachment Pressure Feedback—On” providesadvantages in that a consistent excavating effort is maintained. In afinal example where the excavated material is exceptionally hard, “LowTrench”/“N/A”/“Attachment Pressure Feedback—On” may provide the bestperformance using only engine 36 speed and attachment pressure 323feedback. In certain cases, the best setting combination will bediscovered by trial. Commonly, the goal is maximizing production interms of the trenching speed. This goal is often related to the size ofthe excavated pieces being removed by the trencher. The production ofexcessively small pieces may indicate that excessive energy was spent infracturing the excavated material. Often, switching to a different modewill improve this. Manipulating certain operator adjustable parametersas described below can also be used to tune and/or optimize theoperating characteristics of the track trencher 30 to better match therequirements of a particular job.

Referring now to the figures to facilitate an in-depth discussion, andmore particularly to FIGS. 5 through 28, there is shown a multi-modecontrol system for use with the track trencher 30.

FIGS. 13 through 15 illustrate a modifiable proportional band 330wherein the relationship between the engine speed 312 and the loadmultiplier 317 is proportional. The operator may choose and later modifythe location of the proportional band 330 by either increasing 331 ordecreasing 332 it by use of the load control knob 380. As illustrated inFIG. 14, a clockwise movement of the load control knob 380 increases 331the position of the proportional band 330. Conversely, acounter-clockwise movement of the load control 380 decreases 332 theposition as illustrated in FIG. 15. The specific location may be setaccording to operator preference and/or the current trenchingenvironment. The proportional band 330, as shown in FIGS. 13 through 15and calculated in FIGS. 18 and 19 describes a linear proportionalrelationship. In other embodiments of the present invention, othernon-linear functional relationships may be utilized and other elements,such as damping, included.

FIG. 16 illustrates a control loop which monitors the track drivepressures 321 and 320 (as approximated by the pressure within anoperational high pressure line 244 and neglecting the pressure in areturn line 246) to determine and apply appropriate track drive pump 38and 40 control current signals 319 and 318 when operating the tracktrencher 30 in the track pressure feedback mode (as selected by thefeedback selector 325 setting). The amount of hydraulic fluid flow eachpump 38 and 40 produces is directly proportional to the control signals319 and 318 respectively. The goal of this control loop is to maintain aspecified amount of pressure 321 and 320 on the track drive motors 42and 44 regardless of the speed of the track drives 34 and 32. Thetractive effort of the track drives 34 and 32 is correlated with, andthus controlled along with, these pressures 321 and 320. In oneembodiment, the target pressures 321 and 320 are determined bymultiplying the full scale motor pressure 353 by the respective steeringscales 92R and 92L, the propel lever scale 309, the load multiplier 317,the attachment pressure feedback scale factor 373, and the high propellimit 306H as further described in FIG. 24. Deviations from these valuesare reflected in error signals 361P and 362P which the control systemattempts to minimize.

FIG. 17 illustrates a control loop which monitors the attachment drivepressure 323 (as approximated by the pressure within an operational highpressure line 248 and neglecting the pressure in a return line 250) whenoperating the track trencher 30 with the attachment pressure feedbackcontrol enabled setting 326 set to “On”. In particular, the operatorsets the attachment pressure proportional band lower and upperboundaries 327 and 328 defining an attachment drive pressureproportional feedback band 329. As further described in FIG. 20 andillustrated in FIG. 29, the current operational attachment drivepressure 323 is compared to the lower and upper boundaries 327 and 328.If less than the lower boundary 327, the attachment correction factor348 is set to 100% resulting in greater track drive 32 and 34 propulsiveeffort. If greater than the upper boundary 328, the attachmentcorrection factor is set to 0% resulting in the removal of track drive32 and 34 propulsive effort. If within the boundaries 327 and 328, theattachment correction factor 348 is calculated as shown in FIG. 20 andis proportional to the drive pressure's 323 position within the bandwith a value of 100% given at the lower boundary 327 and a value of 0%given at the upper boundary 328. This value is then assigned to theeffective attachment correction factor 373 if the operating modeselector switch 94 is not set to “Transport” and the attachment pressurefeedback control enabled setting 326 is set to “On”. Otherwise, theeffective attachment correction factor 373 is set to 100%, effectivelydisabling the attachment drive pressure feedback. The operator mayincrease 333 or decrease 334 the position of the lower boundary 327.Likewise, the operator may independently increase 335 or decrease 336the position of the upper boundary 328. Adjusting the boundaries 327 and328 of the attachment drive pressure proportional feedback band 329 maybe used to further tune and optimize the track trencher 30 for aparticular job. In the example embodiment illustrated above, a linearrelationship is described between the attachment correction factor 348and the attachment drive pressure 323. In other embodiments, non-linearrelationships could be implemented. Also in the example embodimentillustrated above, the operator may adjust the boundaries 327 and 328 ofthe attachment drive pressure proportional feedback band 329. In otherembodiments, the boundaries 327 and 328 may be preset at the controlsystem's manufacture and may not be modifiable by the operator.

FIGS. 18 through 28 describe an embodiment of the present invention inthe context of flowcharts which calculate and manipulate various controlsystem variables to control the track drives 32 and 34 in variousoperating modes. It is anticipated that other algorithms can be devisedthat result in equivalent relationships between the various variables.

FIG. 18 illustrates a method by which the upper boundary 311 and lowerboundary 310 of the proportional band 330 are calculated and stored.Inputs for this method are retrieved in steps 602 through 608 andinclude the maximum engine operating speed 304 in step 602, the width ofthe proportional band 305 in step 604, the load limit control setting303 in step 606, and the load control setting 308 in step 608. The lowerboundary 310 is calculated as shown and stored in step 610 and the upperboundary 311 is calculated as shown and stored in step 612. Thecalculation cycle is then repeated.

FIG. 19 illustrates a method by which the load multiplier 317 iscalculated and stored. Inputs for this method are retrieved in steps 620through 626 and include the actual engine speed 312 in step 620, thelower boundary 310 in step 622 and upper boundary 311 in step 624 of theproportional band 330, and the width of the proportional band 305 instep 626. The engine speed 312 is tested in step 628 and if found to beless than or equal to the lower boundary 310, then the load multiplier317 is set to 0% in step 630 and stored. If the result of step 628 isno, the engine speed 312 is tested in step 632. If the engine speed 312is found to be within the upper boundary 311 and the lower boundary 310,then the load multiplier 317 is calculated as shown in step 634 andstored. If the result of step 632 is no, the engine speed is tested instep 636. If the engine speed 312 is found to be greater than or equalto the upper boundary 311, then the load multiplier is set to 100% instep 638 and stored. If the result of step 636 is no, then an out ofrange fault is generated in step 640. The calculation cycle is repeatedafter the load multiplier 317 is stored or after step 640.

FIG. 20 illustrates a method by which the effective attachmentcorrection factor 373 is calculated and stored. Inputs for this methodare retrieved in steps 641 through 645 and include the attachmentpressure band upper boundary 328 in step 641, the attachment pressureband lower boundary 327 in step 642, the operating mode selector switchsetting 94 in step 643, the attachment pressure feedback control enablesetting 326 in step 644, and the attachment drive operational pressure323 in step 645. The operational attachment drive pressure 323 is testedin step 646 and if greater than or equal to the attachment pressure bandupper boundary 328 then the effective attachment drive pressure 346 isset to the attachment pressure band upper boundary 328 in step 647otherwise the attachment drive operational pressure 323 is tested againin step 648. If the attachment drive operational pressure 323 is lessthan or equal to the attachment pressure band lower boundary 327 thenthe effective attachment drive pressure 346 is set to the attachmentpressure band lower boundary 327 in step 649 otherwise the attachmentdrive operational pressure 323 is tested again in step 650. If theattachment drive operational pressure 323 is greater than the attachmentpressure band lower boundary 327 and less than the attachment pressureband upper boundary 328 then the effective attachment drive pressure 346is set to the attachment drive operational pressure 323 in step 651otherwise an out of range fault is generated in step 652 and thecalculation cycle is repeated. In step 653 the attachment correctionfactor 348 is calculated as shown. In step 654 the operating modeselector switch setting 94 is tested and if equal to “Transport” theeffective attachment correction factor 373 is set to 100% and stored instep 655 otherwise the attachment pressure feedback control enablesetting 326 is tested in step 656. If equal to “On” then the effectiveattachment correction factor 373 is set equal to the attachmentcorrection factor 348 and stored in step 657 otherwise the effectiveattachment correction factor 373 is set to 100% and stored in step 658.The calculation cycle is then repeated.

FIG. 21 illustrates a method by which the left track drive signal 318and right track drive signal 319 are calculated and stored with thecontrol system set to a low trench mode. Inputs for this method areretrieved in steps 660 through 676 and include the left steering scale92L in step 660, the right steering scale 92R in step 662, the propellever scale 309 in step 664, the load multiplier 317 in step 666, theeffective attachment correction factor 373 in step 668, the low propellimit 306L in step 670, the full scale drive value 316 in step 672, theleft track drive threshold 302L in step 674, and the right track drivethreshold 302R in step 676. The left track drive signal 318 iscalculated as shown and stored in step 678 and the right track drivesignal 319 is calculated as shown and stored in step 680. Thecalculation cycle is then repeated.

FIG. 22 illustrates a method by which the proper maximum drive motorspeed value 350 is determined and stored. Inputs for this method areretrieved in steps 702 through 706 and include the track motor rangesetting 96 in step 702, the high range full scale drive motor speed 351in step 704, and the low range full scale drive motor speed 352 in step706. The track motor range 96 is tested in step 708 and if equal to“high”, then the maximum drive motor speed value 350 is set to the highrange full scale drive motor speed 351 and stored in step 710. If theresult of step 708 is no, the track motor range 96 is tested in step712. If the track motor range 96 is found to be equal to “low”, then themaximum drive motor speed value 350 is set to the low range full scaledrive motor speed 352 in step 714 and stored. If the result of step 712is no, then an out of range fault is generated in step 716. Thecalculation cycle is repeated after the maximum drive motor speed value350 is stored or after step 716.

FIG. 23 illustrates a method by which the left track drive speedfollowing error 361S and right track drive speed following error 362Sare calculated and stored. Inputs for this method are retrieved in steps717 through 725 and include the left steering scale 92L in step 717, theright steering scale 92R in step 718, the propel lever scale 309 in step719, the load multiplier 317 in step 720, the effective attachmentcorrection factor 373 in step 721, the high propel limit 306H in step722, the maximum drive motor speed value 350 in step 723, the left trackdrive speed 315 in step 724, and the right track drive speed 314 in step725. The left track drive speed following error 361S is calculated asshown and stored in step 726 and the right track drive speed followingerror 362S is calculated as shown and stored in step 727. Thecalculation cycle is then repeated.

FIG. 24 illustrates a method by which the left track drive pressurefollowing error 361P and right track drive pressure following error 362Pare calculated and stored. Inputs for this method are retrieved in steps728 through 736 and include the left steering scale 92L in step 728, theright steering scale 92R in step 729, the propel lever scale 309 in step730, the load multiplier 317 in step 731, the effective attachmentcorrection factor 373 in step 732, the high propel limit 306H in step733, the full scale track drive motor pressure value 353 in step 734,the left track drive operational pressure 320 in step 735, and the righttrack drive operational pressure 321 in step 736. The left track drivepressure following error 361P is calculated as shown and stored in step737 and the right track drive pressure following error 362P iscalculated as shown and stored in step 738. The calculation cycle isthen repeated.

FIG. 25 illustrates a method by which the left track drive followingerror 361 and the right track drive following error 362 are selected andstored. Inputs for this method are retrieved in steps 739 through 743and include the left track drive speed following error 361S in step 739,the left track drive pressure following error 361P in step 740, theright track drive speed following error 362S in step 741, the righttrack drive pressure following error 362P in step 742, and the trackdrive feedback selector setting 325 in step 743. The track drivefeedback selector setting 325 is tested in step 744 and if equal to“Track Speed” the left track drive following error 361 is set equal tothe left track drive speed following error 361S and stored and the righttrack drive following error 362 is set equal to the right track drivespeed following error 362S and stored in step 745 otherwise the trackdrive feedback selector setting 325 is tested again in step 746. If thetrack drive feedback selector setting 325 is equal to “Track Pressure”the left track drive following error 361 is set equal to the left trackdrive pressure following error 361P and stored and the right track drivefollowing error 362 is set equal to the right track drive pressurefollowing error 362P and stored in step 747 otherwise an out of rangefault is generated in step 748. The calculation cycle is then repeated.

FIG. 26 illustrates a method by which the left PID correction factor 371and the right PID correction factor 372 are calculated and stored.Inputs for this method are retrieved in steps 750 through 756 andinclude the left track drive error 361 in step 750; the right trackdrive error 362 in step 752; the error limit 344 in step 754; and thePID loop variables P 340, I 341, D 342, and CT 343 in step 756. Theintermediate left PID track drive motor correction 365 is calculated asshown in step 758 and tested in step 760. If the intermediate left PIDtrack drive motor correction 365 is greater than the error limit 344,then the effective left track drive motor following error 363 is setequal to the error limit 344 and stored in step 762 otherwise theintermediate left PID track drive motor correction 365 is tested in step764. If the intermediate left PID track drive motor correction 365 isless than the negative of the error limit 344, then the effective lefttrack drive motor following error 363 is set equal to the negative ofthe error limit 344 and stored in step 766 otherwise the effective lefttrack drive motor following error 363 is set equal to the intermediateleft PID track drive motor correction 365 and stored in step 768. Thecalculations are continued in step 770 where the intermediate right PIDtrack drive motor correction 366 is calculated as shown and then testedin step 772. If the intermediate right PID track drive motor correction366 is greater than the error limit 344, then the effective right trackdrive motor following error 364 is set equal to the error limit 344 andstored in step 774 otherwise the intermediate right PID track drivemotor correction 366 is tested in step 776. If the intermediate rightPID track drive motor correction 366 is less than the negative of theerror limit 344, then the effective right track drive motor followingerror 364 is set equal to the negative of the error limit 344 and storedin step 778 otherwise the effective right track drive motor followingerror 364 is set equal to the intermediate right PID track drive motorcorrection 366 and stored in step 780. The calculations are continued instep 782 where the left track drive motor correction factor 371 iscalculated and stored and in step 784 where the right track drive motorcorrection factor 372 is calculated and stored. The calculation cycle isthen repeated.

FIG. 27 illustrates a method by which the left track drive signal 318and right track drive signal 319 are calculated and stored with thecontrol system set to a high trench mode. Inputs for this method areretrieved in steps 802 through 826 and include the left steering scale92L in step 802, the right steering scale 92R in step 804, the propellever scale 309 in step 806, the load multiplier 317 in step 808, theeffective attachment correction factor 373 in step 810, the high propellimit 306H in step 812, the full scale drive value 316 in step 814, theleft track drive threshold 302L in step 816, the right track drivethreshold 302R in step 818, the left PID correction factor 371 in step820, the right PID correction factor 372 in step 822, the left trackdrive threshold 302L in step 824, and the right track drive threshold302R in step 826. The left track drive signal 318 is calculated as shownand stored in step 828 and the right track drive signal 319 iscalculated as shown and stored in step 830. The calculation cycle isthen repeated.

FIG. 28 illustrates a method by which the left track drive signal 318and right track drive signal 319 are calculated and stored with thecontrol system set to the transport mode. Inputs for this method areretrieved in steps 840 through 852 and include the left steering scale92L in step 840, the right steering scale 92R in step 842, the propellever scale 309 in step 844, the left PID correction factor 371 in step846, the right PID correction factor 372 in step 848, the left trackdrive threshold 302L in step 850, and the right track drive threshold302R in step 852. The left track drive signal 318 is calculated as shownand stored in step 854 and the right track drive signal 319 iscalculated as shown and stored in step 856. The calculation cycle isthen repeated.

A feature in certain embodiments of the present invention concerns theload multiplier 317 and the associated operator modifiable proportionalband 330 shown in FIGS. 13 through 15 and calculated in FIGS. 18 and 19.The load multiplier 317 provides engine 36 feedback to the controlsystem and is used to calculate the left track drive signal 318 andright track drive signal 319 in the low and the high trench modes asshown in FIGS. 21 and 27 respectively.

The load multiplier 317 and proportional band 330 provide a benefit ofcontinuously adjusting the track drive 32 and 34 speed or tractiveeffort (depending on the feedback selector 325 setting) based on engineload. This allows the engine 36 to continuously operate at high outputlevels and thus the track trencher 30 obtains high production levels. Inother terms, if compacted soil is encountered by the track trencher 30such that the engine 36 speed is pulled down, the load multiplier 317 isdecreased which also results in a reduction of the track drive 32 and 34speed or tractive effort. This action relieves some of the load on theengine 36 and allows the engine speed to increase. Conversely, if loosesoil is encountered such that the engine 36 speed is raised up, the loadmultiplier 317 is increased which also results in an increase of thetrack drive 32 and 34 speed or tractive effort. This action increasesthe load on the engine 36 and decreases the engine speed. By properadjustment of the control system variables, the engine 36 speed can bemaintained in a region of high output and the track drive 32 and 34speed or tractive effort continuously and automatically adjusted forthis purpose.

Provisions allowing the operator to adjust the proportional band 330 byrotating the load control knob 380 provide a benefit enabling theoperator to tune the track trencher 30 to a given environment or desiredperformance. Loading the engine 36 differently uses available horsepowerand torque differently and thus allows the trenching results to bevaried and tuned.

The computer network 182 disclosed in this specification may include oneor more computing devices. These computing devices may be physicallydistributed across the track trencher 30 and may be incorporated withincertain components of the track trencher 30, e.g. the engine 36 controlsystem may have a computing device that in incorporated into thecomputer network 182. The computing devices may be known by variousnames including controller and computer. The computing devices may bedigital or analogue and may be programmable by software.

In certain cases, the above disclosure references a specific system ofunits when discussing a particular variable, e.g. RPM. It is anticipatedthat an alternate system of units could be used in each of these cases.It is further anticipated that a transformed system of units could beused where desired, e.g. track rotational drive speed in RPM could betransformed into linear track speed in meters per minute.

Certain signals are described above and in the figures in terms ofspecific signal types and units, e.g. the propel signal 309 is describedas having a range of −100% to 100% and the track pump drive signals 318and 319 are described as using milliamperes (mA) of electrical current.Various other signal types and units may be substituted for thosedescribed above without departing from the true spirit of the presentinvention, e.g. the track pump drive signals 318 and 319 may be replacedwith a pulse-width modulation (PWM) signal. Likewise, these signals mayalso be transformed from signal type to signal type within the controlsystem itself, e.g. the propel signal 309 may originate as a millivolt(mV) signal at the propel control 90 and be transformed into a digitalnumeric signal. These transformations may occur in various locationsincluding within the device generating the signal, within a signalconverter, within a controller, and/or within the computer network 182.

In certain embodiments, the above disclosure measures an operationalhydrostatic drive pressure at one point in a given hydraulic circuit foruse in providing feedback to the control system. In other embodiments,the hydrostatic drive pressure may be measured at multiple points alongthe hydraulic circuit and averaged. In still other embodiments, thehydrostatic drive pressure may be measured across a pump or motorcomponent by measuring the pressure on both sides of the component andsubtracting their measured values.

The above specification sets forth embodiments of the present inventionhaving various feedback control loops. Many types of loop control areknown in the art. Included in these are various methods of errorcalculation, correction gains, ramp times, delays, value averaging,hysteresis, and other mathematical loop control techniques. It isanticipated that certain of these methods may be combined andimplemented with the embodiments described above.

The acronym PID, as used in this specification, refers to a control looptechnique known in the art as Proportional, Integral, and Derivative. Incertain embodiments of the present invention, one or more controlactions may be absent in the PID loop thus creating a PI (Proportionaland Integral), PD (Proportional and Derivative), or P (Proportional)loop within the control system.

There is known in the art electric generators and electric motors thatare coupled together to form an electric drive. Furthermore, an enginemay power the electric generator, and the electric motor may beoperatively connected to a track drive. It is anticipated that the aboveelectric drive may be substituted for the hydrostatic drive in the aboveapplication. The control system of the current disclosure may be adaptedto control the electric drive. In this case, controlling the speed ofthe electric drive is comparable to controlling the pump displacement ofthe hydrostatic drive and controlling the torque of the electric driveis comparable to controlling the pressure of the hydrostatic drive.

The above specification, examples and data provide a completedescription of the manufacture and use of the composition of theinvention. Since many embodiments of the invention can be made withoutdeparting from the spirit and scope of the invention, the inventionresides in the claims hereinafter appended.

1. A control system for controlling propulsion of a vehicle over aground surface by a vehicle propulsion system, the vehicle including anexcavation attachment having a active portion powered by an attachmenthydrostatic drive, the active portion including a plurality of cuttingteeth, the attachment hydrostatic drive including a hydraulic pump and ahydraulic motor, the control system comprising: an electronic controllerthat generates a vehicle propulsion drive signal for controllingpropulsion of the vehicle by the vehicle propulsion system, whereinduring excavation operations: a) the vehicle propulsion system causesthe active portion of the excavation attachment to be driven intounexcavated ground while the attachment hydrostatic drive moves theactive portion of the excavation attachment in a cutting motion adaptedfor breaking-up the ground; and b) the electronic controller uses ahydraulic pressure of the attachment hydrostatic drive as a feedbackvariable for automatically modifying the vehicle propulsion drivesignal.
 2. The control system of claim 1, wherein the active portion ofthe excavation attachment comprises a trenching chain, and wherein thecutting motion comprises rotation of the trenching chain about a boom.3. The control system of claim 1, wherein the vehicle propulsion systemincludes a left hydrostatic drive that powers a left propulsionstructure of the vehicle and a right hydrostatic drive that powers aright propulsion structure of the vehicle.
 4. The control system ofclaim 3, wherein the left and right propulsion structures includetracks.
 5. The control system of claim 1, wherein the control systemdefines an attachment pressure band, and wherein when the hydraulicpressure of the attachment hydrostatic drive is within the pressure banda magnitude of the vehicle propulsion drive signal decreases in responseto an increase in the hydraulic pressure of the attachment hydrostaticdrive and increases in response to a decrease in the hydraulic pressureof the attachment hydrostatic drive.
 6. The system of claim 5, whereinthe pressure band has an upper limit and a lower limit, and wherein themagnitude of the vehicle propulsion drive signal does not vary inresponse to changes in the hydraulic pressure of the attachmenthydrostatic drive when the hydraulic pressure of the attachmenthydrostatic drive is greater than the upper limit or lower than thelower limit.
 7. The control system of claim 5, wherein the attachmenthydrostatic drive and the vehicle propulsion system are powered by anengine having an engine speed, wherein the controller uses the enginespeed as another variable for modifying the vehicle propulsion drivesignal, wherein the control system defines an engine speed band, andwherein when the engine speed is within the engine speed band themagnitude of the vehicle propulsion drive signal increases in responseto an increase in the engine speed and decreases in response to adecrease in the engine speed.
 8. The control system of claim 7, whereinthe vehicle propulsion drive signal controls a hydrostatic propulsiondrive that drives a vehicle propulsion structure of the vehiclepropulsion system, wherein the hydrostatic propulsion drive includes apropulsion drive speed and a propulsion drive pressure, and wherein thecontroller uses a plurality of operator selectable feedback algorithmsto determine a characteristic response of the vehicle propulsion drivesignal, the plurality of operator selectable feedback algorithmsincluding: a first algorithm that uses factors based on the hydraulicpressure of the attachment hydrostatic drive, the speed of the engineand a difference between a measured propulsion drive speed and acalculated propulsion drive speed to scale the vehicle propulsion drivesignal; and a second algorithm that uses factors based on the hydraulicpressure of the attachment hydrostatic drive, the speed of the engineand a difference between a measured propulsion drive pressure and acalculated propulsion drive pressure to scale the vehicle propulsiondrive signal.
 9. The control system of claim 1, wherein the activeportion of the excavation attachment includes an excavation wheelrotated by the attachment hydrostatic drive during excavation.
 10. Thecontrol system of claim 5, wherein a user interface allows an operatorto move the band of hydrostatic attachment drive pressures up and downalong a range of hydrostatic attachment drive pressures.
 11. The controlsystem of claim 5, wherein a user interface allows an operator to modifyparameters of the band of hydrostatic attachment drive pressures to tuneoperation of the system.
 12. The control system of claim 1, wherein theattachment hydrostatic drive and the vehicle propulsion system arepowered by an engine having an engine speed, and wherein the electroniccontroller uses both the hydraulic pressure of the attachmenthydrostatic drive and the engine speed as feedback variables forautomatically modifying the propulsion drive signal.
 13. The controlsystem of claim 1, wherein the attachment hydrostatic drive and thevehicle propulsion system are powered by an engine having an enginespeed, and wherein the electronic controller uses a feedback algorithmto determine a characteristic response of the vehicle propulsion drivesignal; the feedback algorithm employing an attachment correction factorto scale the vehicle propulsion drive signal, the attachment correctionfactor being defined as a function of the hydraulic pressure of theattachment hydrostatic drive and by a band of attachment hydraulicpressures with an upper pressure boundary and a lower pressure boundary,the attachment correction factor varying indirectly with the hydraulicpressure of the attachment hydrostatic drive when the attachmenthydraulic pressure is within the band of attachment hydraulic pressures,the feedback algorithm also employing a load multiplier defined as afunction of the engine speed and by a band of engine speeds, the band ofengine speeds having a lower engine speed boundary and an upper enginespeed boundary, the load multiplier varying directly with the enginespeed when the engine speed is within the band of engine speeds.
 14. Thecontrol system of claim 1, wherein the attachment hydrostatic drive andthe vehicle propulsion system are powered by an engine having an enginespeed, and wherein the electronic controller uses a feedback algorithmto determine a characteristic response of the vehicle propulsion drivesignal, the feedback algorithm employing an attachment correction factorto scale the vehicle propulsion drive signal, the attachment correctionfactor being defined as a function of the hydraulic pressure of theattachment hydrostatic drive, the feedback algorithm also employing aload multiplier for scaling the vehicle propulsion drive signal, theload multiplier being defined as a function of the engine speed.
 15. Thecontrol system of claim 1, wherein the attachment hydrostatic drive ispowered by an engine, wherein the vehicle propulsion system includes aleft propulsion structure that is driven by a left hydrostatic drivepowered by the engine, wherein the vehicle propulsion system includes aright propulsion structure that is driven by a right hydrostatic drivepowered by the engine, and wherein the electronic controller generatesvehicle propulsion drive signals for controlling propulsion of thevehicle by the left and right propulsion structures, the control systemincluding a plurality of signal modifying inputs that can be used tocontrol the propulsive effect caused by the vehicle propulsion drivesignals, the signal modifying inputs including: a first signal modifyinginput derived from a propel control member that can be manipulated by anoperator; a second signal modifying input derived from a steeringcontrol member that can be manipulated by the operator; a third signalmodifying input derived from the hydraulic pressure of the attachmenthydrostatic drive; a fourth signal modifying input derived from a speedof the engine; a fifth signal modifying input derived from a speed orhydraulic pressure of the left hydrostatic drive; and a sixth signalmodifying input derived from a speed or hydraulic pressure of the righthydrostatic drive.
 16. The trencher of claim 15, wherein the thirdsignal modifying input can be activated or deactivated by the operator.17. The trencher of claim 15, wherein the fourth signal modifying inputcan be activated or deactivated by the operator.
 18. The trencher ofclaim 15, wherein the fifth and sixth signal modifying input can beactivated or deactivated by the operator.
 19. A control system forcontrolling propulsion of a vehicle, the vehicle including an excavationattachment powered by an attachment hydrostatic drive, the attachmenthydrostatic drive including a hydraulic pump and a hydraulic motor, thecontrol system comprising: a controller that generates a vehiclepropulsion drive signal for controlling propulsion of the vehicle, thecontroller using a hydraulic pressure of the attachment hydrostaticdrive as a variable for modifying the propulsion drive signal; whereinthe control system defines an attachment pressure band, and wherein whenthe hydraulic pressure of the attachment hydrostatic drive is within thepressure band a magnitude of the vehicle propulsion drive signaldecreases in response to an increase in the hydraulic pressure of theattachment hydrostatic drive and increases in response to a decrease inthe hydraulic pressure of the attachment hydrostatic drive; wherein theattachment hydrostatic drive is powered by an engine having an enginespeed, wherein the controller uses the engine speed as another variablefor modifying the vehicle propulsion drive signal, wherein the controlsystem defines an engine speed band, and wherein when the engine speedis within the engine speed band the magnitude of the vehicle propulsiondrive signal increases in response to an increase in the engine speedand decreases in response to a decrease in the engine speed; wherein thevehicle propulsion drive signal controls a hydrostatic propulsion drivethat drives a vehicle propulsion structure, wherein the hydrostaticpropulsion drive includes a propulsion drive speed and a propulsiondrive pressure, and wherein the controller uses a plurality of operatorselectable feedback algorithms to determine a characteristic response ofthe vehicle propulsion drive signal, the plurality of operatorselectable feedback algorithms including: a first algorithm that usesfactors based on the hydraulic pressure of the attachment hydrostaticdrive, the speed of the engine and a difference between a measuredpropulsion drive speed and a calculated propulsion drive speed to scalethe vehicle propulsion drive signal; a second algorithm that usesfactors based on the hydraulic pressure of the attachment hydrostaticdrive, the speed of the engine and a difference between a measuredpropulsion drive pressure and a calculated propulsion drive pressure toscale the vehicle propulsion drive signal; and a third algorithm thatuses the hydraulic pressure of the attachment hydrostatic drive and theengine speed as factors to scale the vehicle propulsion drive signal anddoes not use the difference between the measured propulsion drive speedand the calculated propulsion drive speed or the difference between themeasured propulsion drive pressure and the calculated propulsion drivepressure as factors to scale the vehicle propulsion drive signal.
 20. Acontrol system for controlling propulsion of a vehicle over a groundsurface by a vehicle propulsion system, the vehicle having a vehiclechassis, the vehicle also including an engine that powers the vehiclepropulsion system and also powers an excavation system, the excavationsystem including an excavation attachment mounted to the vehiclechassis, the excavation attachment having an active portion that ismoved in a cutting motion by an attachment drive during excavation, theactive portion including a plurality of cutting teeth, the excavationsystem also including an actuator for raising and lowering theexcavation attachment relative to the vehicle chassis, the controlsystem comprising: an electronic controller that generates a vehiclepropulsion drive signal for controlling propulsion of the vehicle by thevehicle propulsion system, the vehicle propulsion drive signal being anelectronic signal, wherein during excavation operations: a) the vehiclepropulsion system causes the active portion of the excavation attachmentto be driven into unexcavated ground while the attachment drive movesthe active portion of the excavation attachment in a cutting motionadapted for breaking-up the ground; and b) the electronic controlleruses a parameter of the excavation system indicative of load on theexcavation attachment during excavation operations as a feedbackvariable for automatically modifying the vehicle propulsion drivesignal.
 21. The control system of claim 20, wherein the excavationattachment comprises a trenching boom, wherein the active portion of theexcavation attachment includes a trenching chain, and wherein thecutting motion comprises rotation of the trenching chain about thetrenching boom by the attachment drive.
 22. The control system of claim12, wherein the excavation attachment comprises a boom, wherein theactive portion of the excavation attachment includes an excavationwheel, and wherein the cutting motion comprises rotation of theexcavation wheel by the attachment drive.
 23. The control system ofclaim 20, wherein the attachment drive includes a hydraulic pump and ahydraulic motor.
 24. The control system of claim 23, wherein theparameter indicative of load on the excavation attachment relates to ahydraulic pressure of the attachment drive.
 25. The control system ofclaim 23, wherein the excavation attachment comprises a trenching boom,wherein the active portion of the excavation attachment includes atrenching chain, and wherein the cutting motion comprises rotation ofthe trenching chain about the trenching boom by the attachment drive.